A housing structure for a sandwich power take-off

Abstract

The utility model provides a kind of casing structure of sandwich power takeoff, comprising: input shaft, power takeoff shaft, gear mechanism, gear shifting mechanism;Upper shell is used to install power takeoff shaft and gear shifting mechanism, and upper shell is equipped with first cavity and first open mouth;Lower shell is used to install input shaft, and lower shell is equipped with second cavity and second open mouth, and lower shell is connected with upper shell, first cavity, second cavity are communicated by first open mouth, second open mouth, and lower shell is connected between clutch casing and transmission casing, and the connecting surface of lower shell and clutch casing is equipped with third open mouth;Wherein, gear mechanism is installed in first cavity and second cavity by first open mouth, second open mouth, third open mouth.This application presents split type casing structure and multiple open mouth design, can be connected after being installed component independently in two shell respectively, effectively improve assembly efficiency;And, split type casing is convenient to split, and internal component can be disassembled through open mouth, greatly reduce maintenance difficulty and cost.

Description

Technical Field

[0001] This utility model relates to the field of automotive equipment technology, and in particular to a housing structure for a sandwich power take-off unit. Background Technology

[0002] In the field of mechanical transmission, sandwich power take-offs are an important power transmission device and are widely used in various vehicles and engineering machinery. Their housing, as the core load-bearing and protective component, has a direct impact on the performance, reliability and service life of the overall equipment.

[0003] Currently, most existing sandwich power take-off units adopt an integral shell. When assembling a sandwich power take-off unit with an integral shell, the gear is installed from the top. This assembly structure design restricts the operating space during the assembly process, which not only increases the assembly difficulty and reduces the assembly efficiency, but also makes it extremely inconvenient to disassemble and replace internal parts such as gears during subsequent maintenance, which greatly increases maintenance costs and time costs, and the assembly and maintenance process is poor. Summary of the Invention

[0004] This utility model provides a housing structure for a sandwich power take-off (PTO) to solve the problems of existing sandwich PTOs that require assembly from the top when using an integral housing for gear assembly, resulting in limited assembly space, low efficiency, inconvenient disassembly and assembly of internal parts during maintenance, high cost, and poor assembly and maintenance processability.

[0005] The present invention provides a housing structure for a sandwich power take-off, comprising:

[0006] A power take-off (PTO) includes an input shaft, a power take-off shaft, a gear mechanism disposed between the input shaft and the power take-off shaft, and a shifting mechanism for driving the gear mechanism to move axially along the input shaft to switch the connection or disconnection of the power take-off shaft from the input shaft.

[0007] The upper housing is used to install the power take-off shaft and the shifting mechanism. The upper housing has a first cavity, and the bottom of the upper housing has a first opening communicating with the first cavity.

[0008] The lower housing is used to install the input shaft. The lower housing has a second cavity and a second opening at the top that communicates with the second cavity. The lower housing is connected to the upper housing. The first cavity and the second cavity communicate with each other through the first opening and the second opening. The lower housing is connected between the clutch housing and the transmission housing. The connection surface between the lower housing and the clutch housing has a third opening.

[0009] The gear mechanism is installed in the first cavity and the second cavity through the first opening, the second opening, and the third opening.

[0010] In one embodiment of this utility model, the gear mechanism includes an input gear, an output gear, and an idler gear. The input gear is disposed on the input shaft and located in the second cavity. The output gear is disposed on the power take-off shaft and located in the first cavity. The idler gear is disposed on the upper housing and extends into the first cavity and the second cavity through the first opening and the second opening. The idler gear meshes with the output gear. The shifting mechanism is used to drive the idler gear to mesh or disengage with the input gear to switch the connection or disconnection of the power take-off shaft and the input shaft.

[0011] In one embodiment of the present invention, the upper housing is provided with a mounting part, the mounting part extends into the second cavity through the second opening, the mounting part is provided with a shaft hole for mounting an idler shaft, the idler shaft is provided with a sliding sleeve, the idler is slidably disposed on the sliding sleeve, the idler is provided with a shift fork groove, and the shifting mechanism is connected to the shift fork groove.

[0012] In one embodiment of the present invention, the shifting mechanism includes a piston assembly, a shift fork, and a driving component. The shift fork is connected to the piston assembly and is engaged with the shift fork groove. The driving component is used to drive the piston assembly to move the shift fork so that the idler wheel moves axially along the input shaft, thereby switching the connection or disconnection between the power take-off shaft and the input shaft.

[0013] In one embodiment of this utility model, the piston assembly includes a cylinder head, a cylinder liner, a piston head, and a piston rod. The upper housing has a first mounting hole communicating with the first cavity. A first limiting step is provided in the first mounting hole. The cylinder head is connected to the upper housing and has a second limiting step. The cylinder liner is installed in the first mounting hole, and both ends of the cylinder liner along the axial direction abut against the first limiting step and the second limiting step, respectively, to limit the axial movement of the cylinder liner. The piston head is slidably connected to the cylinder liner, the piston rod is connected to the piston head, and the shift fork is connected to the piston rod. The cylinder head has a through hole communicating with the cylinder liner. The driving component drives the piston head to slide along the axial direction of the cylinder liner through the through hole.

[0014] In one embodiment of the present invention, a limiting component is further included. The upper housing is coaxially provided with a second mounting hole, which communicates with the first cavity. The limiting component is installed in the second mounting hole and is used to abut against the end of the piston rod away from the piston head along the axial direction to limit the axial movement stroke of the piston assembly.

[0015] In one embodiment of this utility model, a third limiting step is provided in the second mounting hole, a connecting block is provided on the piston rod, and an elastic reset member is provided between the third limiting step and the connecting block. When the driving component drives the piston assembly to engage the idler wheel with the input gear, the elastic reset member is in a compressed state. When the driving component stops working, the elastic reset member is used to push the piston assembly to disengage the idler wheel from the input gear.

[0016] In one embodiment of the present invention, the upper housing is provided with a first connecting portion around the first opening, the lower housing is provided with a second connecting portion around the second opening, the lower housing is provided with a third connecting portion around the third opening, and the lower housing is provided with a fourth connecting portion symmetrically with the third connecting portion along the width direction. The first connecting portion is connected to the second connecting portion, the third connecting portion is used to connect with the clutch housing, and the fourth connecting portion is used to connect with the transmission housing.

[0017] In one embodiment of the present invention, multiple reinforcing ribs are provided between the first connecting part and the upper shell, and multiple heat dissipation ribs are provided on the lower shell.

[0018] In one embodiment of this utility model, the driving component is an air source device, which is used to output compressed air to drive the piston head to slide along the axial direction of the cylinder liner, so that the piston rod drives the shift fork to drive the idler wheel to move along the axial direction of the input shaft.

[0019] The beneficial effects of this utility model are as follows: The housing structure of the sandwich power take-off (PTO) proposed in this utility model adopts a split structure of upper and lower housings, combined with the design of a first, second, and third opening. This allows the gear mechanism to be installed in the connected first and second cavities through openings in multiple directions, overcoming the limitation of the integral housing which can only be assembled from a single direction from the top. During assembly, the PTO shaft and shifting mechanism can be independently installed in the upper housing, and the input shaft and other components can be independently installed in the lower housing. The connection between the upper and lower housings achieves overall assembly, significantly expanding the operating space, reducing assembly difficulty, and improving assembly efficiency. Furthermore, the split housing structure facilitates the disassembly of the upper and lower housings. During maintenance, the gear mechanism and other components in the first and second cavities can be disassembled and replaced through the opening design, eliminating the need for forced operation from a single direction. This greatly reduces the difficulty of disassembling and assembling parts during maintenance, and reduces maintenance time and costs. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0021] In the attached diagram:

[0022] Figure 1 This is a schematic diagram of the housing structure of a sandwich power take-off device according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the upper housing assembly of the housing structure of the sandwich power take-off provided in one embodiment of the present invention;

[0024] Figure 3 for Figure 2 The diagram shows a cross-sectional view of the upper housing assembly located at the gear shift mechanism.

[0025] Figure 4 This is a schematic diagram of the lower housing assembly of the sandwich power take-off device provided in one embodiment of the present invention;

[0026] Figure 5 This is a schematic diagram of the internal structure of a sandwich power take-off device provided in one embodiment of the present invention.

[0027] The attached figures are labeled as follows:

[0028] Input shaft 1, power take-off shaft 2, gear mechanism 3, input gear 301, output gear 302, idler gear 303, shift fork groove 303a, shifting mechanism 4, piston assembly 401, cylinder head 401a, cylinder liner 401b, piston head 401c, piston rod 401d, second limiting step 401e, through hole 401f, connecting block 401g, shift fork 402, upper housing 5, first opening 501, mounting part 502, shaft hole 502a, first mounting hole 503, first limiting step 503a, second mounting hole 504, third limiting step 504a, first connecting part 505, lower housing 6, second opening 601, third opening 602, second connecting part 603, third connecting part 604, fourth connecting part 605, idler gear shaft 7, sliding sleeve 8, limiting component 9, elastic reset component 10, reinforcing rib 11, heat dissipation rib 12. Detailed Implementation

[0029] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0030] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. The drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0031] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present invention. However, it will be apparent to those skilled in the art that embodiments of the present invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present invention.

[0032] Please combine Figures 1 to 5 As shown, this utility model provides a housing structure for a sandwich power take-off device.

[0033] In one exemplary embodiment of this application, the housing structure of the sandwich power take-off includes:

[0034] The power take-off includes an input shaft 1, a power take-off shaft 2, a gear mechanism 3 disposed between the input shaft 1 and the power take-off shaft 2, and a shifting mechanism 4 for driving the gear mechanism 3 to move axially along the input shaft 1 to switch the connection or disconnection between the power take-off shaft 2 and the input shaft 1.

[0035] The upper housing 5 is used to install the power take-off shaft 2 and the shifting mechanism 4. The upper housing 5 is provided with a first cavity, and the bottom of the upper housing 5 is provided with a first opening 501 that communicates with the first cavity.

[0036] The lower housing 6 is used to install the input shaft 1. The lower housing 6 has a second cavity. The top of the lower housing 6 has a second opening 601 that communicates with the second cavity. The lower housing 6 is connected to the upper housing 5. The first cavity and the second cavity are connected through the first opening 501 and the second opening 601. The lower housing 6 is connected between the clutch housing and the transmission housing. The connection surface between the lower housing 6 and the clutch housing has a third opening 602.

[0037] The gear mechanism 3 is installed in the first cavity and the second cavity through the first opening 501, the second opening 601, and the third opening 602.

[0038] In this embodiment, the gear mechanism 3 includes an input gear 301, an output gear 302, and an idler gear 303. The input gear 301 is mounted on the input shaft 1. The input gear 301 and the input shaft 1 are installed in the second cavity through a third opening 602 on the lower housing 6. The output gear 302 is mounted on the power take-off shaft 2. The output gear 302 is installed into the first cavity of the upper housing 5 through a first opening 501. The power take-off shaft 2 passes through the upper housing 5 and is connected to the output gear 302 in the second cavity. The idler gear 303 is mounted on the upper housing 5 and meshes with the output gear 302 in the first cavity. Since the upper housing 5 is connected to the lower housing 6, and the first cavity and the second cavity are connected through the first opening 501 and the second opening 601, the idler gear 303 is located in both the first cavity and the second cavity. The idler gear 303 is driven to move axially along the output shaft by the shifting mechanism 4, thereby engaging or disengaging the idler gear 303 with the input gear 301, completing the connection or disconnection of the power take-off shaft 2 and the output shaft, thus switching between the power take-off gear and neutral. By adopting a split structure of upper housing 5 and lower housing 6, combined with the design of the first opening 501, second opening 601, and third opening 602, the gear mechanism 3 can be installed in the connected first and second cavities through openings in multiple directions, overcoming the limitation of the integral housing which can only be assembled from the top direction. During assembly, the power take-off shaft 2 and the shifting mechanism 4 can be independently installed in the upper housing 5, and the input shaft 1 and other components can be independently installed in the lower housing 6. The upper and lower housings 6 are then connected to achieve overall assembly, significantly expanding the operating space, reducing assembly difficulty, and improving assembly efficiency. Furthermore, the split housing structure facilitates the disassembly of the upper housing 5 and lower housing 6. During maintenance, the gear mechanism 3 and other components in the first and second cavities can be disassembled and replaced through the opening design, eliminating the need for forced operation from a single direction. This greatly reduces the difficulty of disassembling and assembling parts during maintenance, and reduces maintenance time and costs.

[0039] In an exemplary embodiment of this application, the gear mechanism 3 includes an input gear 301, an output gear 302, and an idler gear 303. The input gear 301 is disposed on the input shaft 1 and located in the second cavity. The output gear 302 is disposed on the power take-off shaft 2 and located in the first cavity. The idler gear 303 is disposed on the upper housing 5 and extends into the first cavity and the second cavity through the first opening 501 and the second opening 601. The idler gear 303 meshes with the output gear 302. The shifting mechanism 4 is used to drive the idler gear 303 to mesh with or disengage from the input gear 301 to switch the connection or disconnection between the power take-off shaft 2 and the input shaft 1.

[0040] In this embodiment, the input gear 301 is fixed to the input shaft 1 and rotates synchronously with the input shaft 1, located in the second cavity of the lower housing 6; the output gear 302 is fixed to the power take-off shaft 2 and located in the first cavity of the upper housing 5, driving the power take-off shaft 2 to rotate, thereby outputting power; the idler gear 303 is installed on the upper housing 5 and extends to the two cavities through the first opening 501 and the second opening 601, always meshing with the output gear 302. The idler gear 303 is driven to move axially along the input shaft 1 by the shifting mechanism 4, realizing the engagement or disengagement of the idler gear 303 with the input gear 301. In the power take-off state, when the shifting mechanism 4 drives the idler gear 303 to mesh with the input gear 301, the power of the input shaft 1 is transmitted through the input gear 301, the idler gear 303, the output gear 302, and the power take-off shaft 2. In the neutral state, the idler gear 303 disengages from the input gear 301, the input shaft 1 rotates freely, the power cannot be transmitted to the power take-off shaft 2, and the power take-off stops working. The constant meshing of the idler gear 303 and the output gear 302 reduces the idle travel during gear shifting, improving power response speed and transmission efficiency. The lower housing 6 assembly, formed by the input shaft 1, input gear 301, and lower housing 6, and the upper housing 5 assembly, formed by the power take-off shaft 2, output gear 302, idler gear 303, and upper housing 5, form a sub-assembly structure. When gear replacement is required, the upper housing 5 or lower housing 6 can be disassembled separately to directly expose the faulty component, eliminating the need for complete disassembly of the power take-off unit, significantly reducing maintenance difficulty and time costs. Furthermore, the independent mounting structure of the idler gear 303 allows for individual replacement, avoiding the problem of needing to replace multiple components due to localized faults in an integral housing.

[0041] In an exemplary embodiment of this application, the upper housing 5 is provided with a mounting part 502, which extends into the second cavity through a second opening 601. The mounting part 502 is provided with a shaft hole 502a for mounting an idler shaft 7. The idler shaft 7 is provided with a sliding sleeve 8, and the idler 303 is slidably disposed on the sliding sleeve 8. The idler 303 is provided with a shift fork groove 303a, and the shifting mechanism 4 is connected to the shift fork groove 303a.

[0042] In this embodiment, the mounting portion 502 of the upper housing 5 extends into the second cavity of the lower housing 6 through the second opening 601. The idler shaft 7 is fixed in the shaft hole 502a of the mounting portion 502, providing axial support for the idler 303. The idler 303 is slidably connected to the sliding sleeve 8, allowing the idler 303 to move axially along the sliding sleeve 8, thereby enabling the idler 303 to engage or disengage with the input gear 301. The shifting mechanism 4 is connected to the shift fork groove 303a of the idler 303 via a shift fork 402. When the drive component is working, the shift fork 402 drives the idler 303 to move axially along the input shaft 1. During the movement, the idler 303 maintains engagement with the output gear 302 and engages or disengages with the input gear 301 through axial displacement, thereby switching the power transmission path.

[0043] In an exemplary embodiment of this application, the shifting mechanism 4 includes a piston assembly 401, a shift fork 402, and a drive component. The shift fork 402 is connected to the piston assembly 401 and is fitted into the shift fork groove 303a. The drive component is used to drive the piston assembly 401 to drive the shift fork 402 to move the idler wheel 303 along the axial direction of the input shaft 1, so as to switch the connection or disconnection between the power take-off shaft 2 and the input shaft 1.

[0044] In this embodiment, the driving component includes, but is not limited to, a pneumatic system or mechanical linkage. The driving component pushes the piston assembly 401 to move axially along the input shaft 1. The piston assembly 401 drives the idler wheel 303 to translate axially along the input shaft 1, causing the sandwich power take-off to switch between power take-off and neutral states. In power take-off state, the idler wheel 303 translates to mesh with both the input gear 301 and the output gear 302, and power is transmitted from the input shaft 1 to the power take-off shaft 2 via the gear mechanism 3. In neutral state, the idler wheel 303 translates to mesh only with the output gear 302, the input gear 301 idles, and power is cut off. The linear motion of the piston assembly 401 is consistent with the axial direction of the input shaft 1, ensuring the precise translation path of the idler wheel 303 and avoiding poor gear meshing due to skew. Furthermore, the uniform linear motion of the piston assembly 401 reduces shifting shock, significantly improving the jerking sensation compared to the traditional rotary shift fork 402.

[0045] In an exemplary embodiment of this application, the piston assembly 401 includes a cylinder head 401a, a cylinder liner 401b, a piston head 401c, and a piston rod 401d. The upper housing 5 is provided with a first mounting hole 503, which communicates with a first cavity. A first limiting step 503a is provided in the first mounting hole 503. The cylinder head 401a is connected to the upper housing 5, and a second limiting step 401e is provided on the cylinder head 401a. The cylinder liner 401b is installed in the first mounting hole 503, and the cylinder liner 401b extends along... The two ends in the axial direction respectively abut against the first limiting step 503a and the second limiting step 401e to limit the axial movement of the cylinder liner 401b; the piston head 401c is slidably connected to the cylinder liner 401b, the piston rod 401d is connected to the piston head 401c, the shift fork 402 is connected to the piston rod 401d, the cylinder head 401a is provided with a through hole 401f, the through hole 401f communicates with the cylinder liner 401b, and the driving component drives the piston head 401c to slide along the axial direction of the cylinder liner 401b through the through hole 401f.

[0046] In this embodiment, the cylinder liner 401b is fixed within the first mounting hole 503 by the axial limiting design of the first limiting step 503a and the second limiting step 401e. This prevents the cylinder liner 401b from shifting due to the axial force generated by the reciprocating sliding of the piston head 401c during operation, ensuring the relative positional accuracy between the piston assembly 401 and the cylinder liner 401b, as well as the displacement accuracy of the idler wheel 303 driven by the shift fork 402. This reduces off-center loading or jamming during gear meshing and improves transmission stability. When assembling the piston assembly 401 with the upper housing 5, the cylinder liner 401b is first placed into the first mounting hole 503, then the cylinder head 401a is bolted to the upper housing 5 to limit the cylinder liner 401b, and finally the piston head 401c and piston rod 401d are installed. In this embodiment, the driving component adopts a pneumatic device. Since the cylinder head 401a is provided with a through hole 401f that communicates with the cylinder liner 401b, the driving medium (such as compressed air) can reach the force-bearing surface of the piston head 401c through the through hole 401f, thereby driving the piston to slide with the cylinder liner 401b and driving the shift fork 402 to drive the idler wheel 303 to move axially.

[0047] In an exemplary embodiment of this application, a limiting component 9 is also included. The upper housing 5 is coaxially provided with a second mounting hole 504 and a first mounting hole 503. The second mounting hole 504 communicates with the first cavity. The limiting component 9 is installed in the second mounting hole 504. The limiting component 9 is used to abut against the end of the piston rod 401d away from the piston head 401c along the axial direction to limit the axial movement stroke of the piston assembly 401.

[0048] In this embodiment, the limiting component 9 includes, but is not limited to, limiting bolts or blocks. The limiting component 9 is fixed in the second mounting hole 504, and its position corresponds to the end of the piston rod 401d that is axially away from the piston head 401c, that is, the free end of the piston rod 401d. When the driving component drives the piston assembly 401 to move the idler wheel 303 in the direction of meshing with the input gear 301, the piston rod 401d extends synchronously with the piston head 401c until the free end of the piston rod 401d abuts against the limiting component 9. The limiting component 9 restricts the piston rod 401d from continuing to move by mechanically blocking, thereby limiting the maximum axial movement stroke of the piston assembly 401 and ensuring that the idler wheel 303 meshes with the input gear 301 in place.

[0049] In an exemplary embodiment of this application, a third limiting step 504a is provided in the second mounting hole 504, a connecting block 401g is provided on the piston rod 401d, and an elastic reset member 10 is provided between the third limiting step 504a and the connecting block 401g. When the driving component drives the piston assembly 401 to drive the idler wheel 303 to mesh with the input gear 301, the elastic reset member 10 is in a compressed state. When the driving component stops working, the elastic reset member 10 is used to push the piston assembly 401 to drive the idler wheel 303 to disengage from the input gear 301.

[0050] In this embodiment, the elastic reset member 10 is a spring. The spring is sleeved around the piston rod 401d and connected between the connecting block 401g and the third limiting step 504a. When the driving component pushes the piston assembly 401 to make the idler wheel 303 mesh with the input gear 301, the connecting block 401g of the piston rod 401d moves with the piston head 401c and compresses the elastic reset member 10, and the spring stores elastic potential energy. When the driving component stops working, the elastic reset member 10 releases potential energy, pushes the connecting block 401g and the piston rod 401d to move in the opposite direction, drives the piston assembly 401 to reset, and disengages the idler wheel 303 from the input gear 301.

[0051] In an exemplary embodiment of this application, the upper housing 5 is provided with a first connecting portion 505 around the first opening 501, the lower housing 6 is provided with a second connecting portion 603 around the second opening 601, the lower housing 6 is provided with a third connecting portion 604 around the third opening 602, and the lower housing 6 is provided with a fourth connecting portion 605 symmetrically with the third connecting portion 604 along the width direction. The first connecting portion 505 is connected to the second connecting portion 603, the third connecting portion 604 is used to connect with the clutch housing, and the fourth connecting portion 605 is used to connect with the transmission housing.

[0052] In this embodiment, the first connecting part 505 and the second connecting part 603 are fastened together with bolts to detachably fix the upper housing 5 and the lower housing 6, ensuring stable communication between the first cavity and the second cavity through the first opening 501 and the second opening 601. The third connecting part 604 is bolted to the clutch housing, and a splined connecting section is provided on the input shaft 1 to connect with the clutch disc splinedly, realizing power input. The fourth connecting part 605 is connected to the transmission housing. The power take-off input shaft 1 and the transmission input shaft 1 are designed as an integral shaft, and the end of the integral shaft away from the splined connecting section along the axial direction is connected to the transmission, thereby realizing power transmission. During assembly, the upper housing 5 and the lower housing 6 are first fixed by the cooperation of the first connecting part 505 and the second connecting part 603, and then the clutch housing and the transmission housing are respectively connected by the third connecting part 604 and the fourth connecting part 605, finally forming a closed and stable transmission space, ensuring the positional accuracy and force stability of the input shaft 1, the power take-off shaft 2 and the gear mechanism 3 during operation.

[0053] In an exemplary embodiment of this application, a plurality of reinforcing ribs 11 are provided between the first connecting portion 505 and the upper housing 5, and a plurality of heat dissipation ribs 12 are provided on the lower housing 6.

[0054] In this embodiment, the first connecting part 505 is the core stress point where the upper housing 5 and the lower housing 6 meet. It needs to withstand the bolt preload and the reaction force of the gear transmission. By setting the reinforcing rib 11, the stress on the first connecting part 505 can be effectively distributed, preventing cracks or deformation after long-term use. The lower housing 6 is provided with an oil pool for storing lubricating oil, which can achieve the lubrication effect of the power take-off through gear splash lubrication or by setting an active lubrication system. This application employs an active lubrication system. The upper housing 5 is equipped with an oil pump, the drive shaft of which is connected to the power take-off shaft 2. The oil pump is directly driven by the power take-off shaft 2. A main oil circuit connects the oil pump to the oil sump. The output end of the oil pump has multiple branch oil circuits located at the upper housing 5. These branch oil circuits are aligned with the parts of the power take-off that require lubrication. The oil pump delivers lubricating oil from the oil sump to the branch oil circuits to lubricate the power take-off. Since the branch oil circuits are located at the upper housing 5, the lubricating oil falls back to the oil sump under gravity, forming a circulating oil circuit. A cooling water circuit is provided in the oil sump to exchange heat and cool the lubricating oil. Combined with the heat dissipation ribs 12 shown in the embodiments of this application, the temperature of the oil and the heat generated during the operation of the power take-off can be further reduced.

[0055] In an exemplary embodiment of this application, the driving component is an air source device. The driving component is used to output compressed air to drive the piston head 401c to slide along the axial direction of the cylinder liner 401b, so that the piston rod 401d drives the shift fork 402 to drive the idler wheel 303 to move along the axial direction of the input shaft 1.

[0056] In this embodiment, the driving component includes, but is not limited to, an air compressor or an air tank. The compressed air output by the driving component serves as the power medium, entering the cylinder liner 401b through the through hole 401f on the cylinder head 401a and acting on the end face of the piston head 401c. When the air source device outputs compressed air, the air pressure pushes the piston head 401c to slide axially along the cylinder liner 401b, causing the piston rod 401d and the shift fork 402 to move synchronously, driving the idler wheel 303 to move axially along the input shaft 1, thus achieving the meshing of the idler wheel 303 with the input gear 301. At this time, the elastic reset member 10 is compressed and stores elastic potential energy. When the air source device stops supplying air, the elastic reset member 10 releases the elastic potential energy, pushing the piston head 401c to slide in the opposite direction, causing the idler wheel 303 to reset and disengage from the input gear 301.

[0057] The working principle involves a split structure of upper housing 5 and lower housing 6, combined with the design of the first opening 501, second opening 601, and third opening 602. This allows the gear mechanism 3 to be installed in the connected first and second cavities through openings in multiple directions, overcoming the limitation of the integral housing which can only be assembled from the top. During assembly, the power take-off shaft 2 and shifting mechanism 4 can be independently installed in the upper housing 5, and the input shaft 1 and other components can be independently installed in the lower housing 6. The upper and lower housings 6 are then connected to achieve overall assembly, significantly expanding the operating space, reducing assembly difficulty, and improving assembly efficiency. Furthermore, the split housing structure facilitates the disassembly of the upper housing 5 and lower housing 6. During maintenance, the gear mechanism 3 and other components in the first and second cavities can be disassembled and replaced through the opening design, eliminating the need for forced operation from a single direction. This greatly reduces the difficulty of disassembling and assembling parts during maintenance, and reduces maintenance time and costs.

[0058] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A housing structure for a sandwich power take-off, characterized in that, include: A power take-off (PTO) includes an input shaft, a power take-off shaft, a gear mechanism disposed between the input shaft and the power take-off shaft, and a shifting mechanism for driving the gear mechanism to move axially along the input shaft to switch the connection or disconnection of the power take-off shaft from the input shaft. The upper housing is used to install the power take-off shaft and the shifting mechanism. The upper housing has a first cavity, and the bottom of the upper housing has a first opening communicating with the first cavity. The lower housing is used to install the input shaft. The lower housing has a second cavity and a second opening at the top that communicates with the second cavity. The lower housing is connected to the upper housing. The first cavity and the second cavity communicate with each other through the first opening and the second opening. The lower housing is connected between the clutch housing and the transmission housing. The connection surface between the lower housing and the clutch housing has a third opening. The gear mechanism is installed in the first cavity and the second cavity through the first opening, the second opening, and the third opening.

2. The housing structure of the sandwich power take-off according to claim 1, characterized in that: The gear mechanism includes an input gear, an output gear, and an idler gear. The input gear is mounted on the input shaft and located in the second cavity. The output gear is mounted on the power take-off shaft and located in the first cavity. The idler gear is mounted on the upper housing and extends into the first cavity and the second cavity through the first opening and the second opening. The idler gear meshes with the output gear. The shifting mechanism is used to drive the idler gear to mesh or disengage with the input gear to switch the connection or disconnection between the power take-off shaft and the input shaft.

3. The housing structure of the sandwich power take-off according to claim 2, characterized in that: The upper housing is provided with a mounting part, which extends into the second cavity through the second opening. The mounting part is provided with a shaft hole for mounting an idler shaft. The idler shaft is provided with a sliding sleeve, and the idler is slidably disposed on the sliding sleeve. The idler is provided with a shift fork groove, and the shifting mechanism is connected to the shift fork groove.

4. The housing structure of the sandwich power take-off according to claim 3, characterized in that: The shifting mechanism includes a piston assembly, a shift fork, and a drive component. The shift fork is connected to the piston assembly and is engaged with the shift fork groove. The drive component drives the piston assembly to move the shift fork so that the idler wheel moves axially along the input shaft, thereby switching the connection or disconnection between the power take-off shaft and the input shaft.

5. The housing structure of the sandwich power take-off according to claim 4, characterized in that: The piston assembly includes a cylinder head, a cylinder liner, a piston head, and a piston rod. The upper housing has a first mounting hole communicating with the first cavity. A first limiting step is provided in the first mounting hole. The cylinder head is connected to the upper housing and has a second limiting step. The cylinder liner is installed in the first mounting hole, and both ends of the cylinder liner along the axial direction abut against the first limiting step and the second limiting step, respectively, to limit the axial movement of the cylinder liner. The piston head is slidably connected to the cylinder liner, the piston rod is connected to the piston head, and the shift fork is connected to the piston rod. The cylinder head has a through hole communicating with the cylinder liner. The driving component drives the piston head to slide along the axial direction of the cylinder liner through the through hole.

6. The housing structure of the sandwich power take-off according to claim 5, characterized in that: It also includes a limiting component. The upper housing has a second mounting hole coaxially with the first mounting hole. The second mounting hole communicates with the first cavity. The limiting component is installed in the second mounting hole. The limiting component is used to abut against the end of the piston rod away from the piston head along the axial direction to limit the axial movement stroke of the piston assembly.

7. The housing structure of the sandwich power take-off according to claim 6, characterized in that: The second mounting hole is provided with a third limiting step, and the piston rod is provided with a connecting block. An elastic reset member is provided between the third limiting step and the connecting block. When the driving component drives the piston assembly to drive the idler wheel to mesh with the input gear, the elastic reset member is in a compressed state. When the driving component stops working, the elastic reset member is used to push the piston assembly to drive the idler wheel to disengage from the input gear.

8. The housing structure of the sandwich power take-off according to claim 1, characterized in that: The upper housing has a first connecting portion around the first opening, the lower housing has a second connecting portion around the second opening, the lower housing has a third connecting portion around the third opening, and the lower housing has a fourth connecting portion symmetrically arranged with the third connecting portion along the width direction. The first connecting portion is connected to the second connecting portion, the third connecting portion is used to connect with the clutch housing, and the fourth connecting portion is used to connect with the transmission housing.

9. The housing structure of the sandwich power take-off according to claim 8, characterized in that: Multiple reinforcing ribs are provided between the first connecting part and the upper housing, and multiple heat dissipation ribs are provided on the lower housing.

10. The housing structure of the sandwich power take-off according to claim 7, characterized in that: The driving component is an air source device, which outputs compressed air to drive the piston head to slide along the axial direction of the cylinder liner, so that the piston rod drives the shift fork to drive the idler wheel to move along the axial direction of the input shaft.

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